Engine.



PATENTED DEG. 2'7, 1904.

G. C. CANNON.

ENGINE.

APPLICATION FILED Nov. 5. 1903.

6 SHEETS-SHEET l.

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N VE N T019 eazg@ 624702010' W TNE SSE S A TTOHNE YS PATBNTED DEG. 27,1904.

G. C. CANNON.

ENGINE.

APPLICATION FILED Nov. 5, 1903.

6 SHEETS-SHEET 2.

No. 778,632. PATENTED DEC. 2'7, 1904. G. C. CANNON.

ENGINE.

APPLICATION FILED NOV. 5, 1903.

6SHEETS-SHEET 3.

WM5/Nm( r By /m tae @Kw/4K- Arm/mns No. 778,632. PATENTED DBG. 27, 1904.G. G. CANNON.

ENGINE.

APPLICATION FILED NOV. 5. 1903.

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ATTHNEYS No. 778,632. PATENTED DEC. 27, 1904. G. C. CANNON.

ENGINE.

APPLICATION FILED NOV. 5, 1903.

6 SHEETS-SHEET 5.

Q. "r\ l W/TNESSES.' /NVENTO/-P No. 778,632. PATENTED DEG. 27, 1904.

G. C. CANNON.

ENGINE.

APPLICATION FILED NOV. 5, 1903.

6 SHEETSBSHEET 6.

UNITED STATES Patented December 27, 1904.

PATENT EErcE.

ENGINE.

SPECIFICATION forming part of Letters Patent N o. 778,632,dated'DeCember 27, 1904. Application led November 5, 1903l Serial No.179,933.

T all whom, it may concern:

Be it known that I` GEORGE CURTIS CAN- NON, a citizen of the UnitedStates, and a resident of the city of New York, borough of Manhattan, inthe county and State of New York, have inventeda new and ImprovedEngine, of which the following is a full, clear, and exact description.

This invention relates to a puppet-valve steam-engine designedespecially for automobile use, but applicable for other purposes, aswill be apparent.

The invention resides particularly in the arrangement of the valves inconnection with the steam-passages and in the mechanism for operatingthe valves and for controlling their movements.

The prime object of the invention is to provide a valve-gear by means ofwhich the speed of the engine may be absolutely controlledthat is tosay, by which the engine may be run at any speed within the rangebetween high and low speed. This end I attain by a peculiar form of camand by the arrangement of this cam in connection with the shaft andvalve-stems in a manner to be hereinafter fully described.

The invention involves various other novel features, all of which willbe fully described hereinafter.

This specification is an exact description of one example of myinvention, while the claims define the actual scope thereof.

Reference is to be had to the accompanying drawings, forming a part ofthis specification, in which similar characters of reference indicatecorresponding parts in all the views.

Figure l is a plan view of the engine. Fig. 2 is a front end elevationthereof, partly in section. Fig. 3 is a side elevation. Fig. 4 is acentral longitudinal section. Fig. 5 is an elevation of thevalve-lifting' device, showing the cylinders in section on the line 5 5in Fig. 3. Fig. 6 is a longitudinal section taken through one of thecylinders of the engine and illustrating one ofthe exhaust-valves. Fig.7 is an elevation of the cam-shaft and illustrates also the hub of thedriving-gear thereof. Fig. 8 is an elevation of one of the steam-cams.Fig. 9 is an elevation of one of the exhaust-cams, and Figs. l() to l5are respectively sections on the corresponding lines marked on Figs. 8and 9.

A indicates the crank-case of the engine, and B the cylinders. Thecrank-case has a supplemental case A for a differential gear, asdescribed in my copending application for-automobile driving-gear, filedof even@4 date herewith, Serial No. 179,934. The crank-case is alsoformed with a supplemental case A2 for the gear of the cam-shaft, aswill be hereinafter described.

2O indicates the engine crank-shaft, to which the four connecting-rods2l are joined. Said rods are connected to single-acting trunk-pistons22, operating in the cylinders B. From the heads of the cylinders Bsteam-passages B extend upward, and, as indicated in Figs. 1, 2, and 6,these passages widen at their upper ends to meet the steam-ports B2 andthe exhaust-ports B3. By this arrangement the steam-passages from thevalves to the cylinders are reduced in area as much as possible and amaterial saving in steam results.

23 indicates the steam-valves, and 24 indicates the exhaust-valves,which are of the puppet type and have their stems 25 fitted to movefreely in tubular guides 26, fastened in the cylinder-heads, as shown.Collars 27 are attached to the valvc-stems, and springs 28 bear betweenthe collars and the stem-guides to keep the valves normally seated.

Formed on the casing A are two enlargements A3 in transverse alinementwith each other and constituting the inclosure for the cam-shaft, theseinclosures A3 communicating with the inclosures A2 for the cam-shaftgear. Fastened to the crank-shaft 20 is a spur-gear 29, which is meshedwith a corresponding gear 30. Said gear has its hub 3l revolubly mountedin the inner extremities of the before-mentioned enlargements A3 of thecrankcase, said inner extremities of the enlargements forming the boxesin which the hub of ing blocks 4Q, which in turn are carrl 'the gear ismounted.

vthese devices being under the control of the engine-driver.

The steam-cams, as indicated in Figs. 7, IO, 1l, l2, and 13, comprisesleeves 35, keyed on the cam-shaft and having cams 36 and 37 formedthereon. The cams 36 have longitudinally-disposed shoulders 36 anddiagonal shoulders 36". The cams 37 are the reversecams and have squareor longitudinal shoulders at each side. The exhaust-cams comprisesleeves 38, on which two cams 39 and 40 are formed. Both of these camshave square or longitudinal shoulders, the cam 39 operating' when theengine is running ahead and the cam 40 operating' under the reversemovement. rI`he said steam and exhaust cams are fastened o n the shaftunder their respective val ves and engage rollers 41, mounted in sliddin the front walls of the enlargements A3 of the crank-ease, and thevalve-stems bear on the respective blocks 42, as shown. In this mannerthe valves are properly operated. The exhaust-cams hold the valves openuniformly during the exhaust period of the operation of each cylinder.The steam-cams turn so as to lift the valves with their square orlongitudinal shoulders and as the cams turn under the valve-rollers 4lsaid rollers drop down the diagonal shoulders 36') of the cams.Consequently by shifting the cams axially the period of cut-off may beregulated at will, and owing to the fact that the diagonal edge orshoulder 36" is continuous it is clear that the adjustment of the cammay be very iine, and consequently the engine may be controlled withabsolute certainty. To reverse the engine, it is necessary to shift theshaft so as to throw the cams 3T and 4() under their respective valves.Figs. l0 to l5 show profiles of the various cams at the points indicatedin Figs. 8 and 9.

In order to lift all of the valves from their seats when the engine isrunning empty during the coasting of the automobile, I provide thearrangement shown in Fig. 5, which consists in a rock-shaft 43, mountedin brackets 44, suitably attached to the frame of the engine. Saidrock-shaft carries an arm 45 for each valve-stem. These arms have forkedends 46, which bear under vthe collars 27 of the valve-stems, as shownbest in Fig. 6. To the rock-shaft 43 is attached any suitable l l l l ll means (indicated at 47) for operating the shaft, and it is clear thatby properly rocking the shaft 43 all of the valves may be raised fromtheir seats forthe purpose explained hereinbefore.

The enlargements A3 of the crank-case containing the cam-shaft, asexplained, are open at their upper sides and are provided withcover-plates 48, which are movable to expose the cams for repair andotherwise. 49 indicates a suitable locking device for said coverplates48, and 50 indicates handles for operating the locking devices. A1indicates projections from the engine-frame forming the base of theengine and by which the engine is mounted on its support.

Having thus described my invention, I claim as new and desire to secureby Letters Patent- 1. A valve-operating cam, comprising a sleeve formingthe body or main part, and reverse and ahead cam-sections spaced fromeach other on the sleeve, the reverse-section having essentially squareor longitudinal shoulders and the ahead-section having one square orlongitudinal shoulder and a triangular shoulder. the said reverse andahead cam-sections being set opposite to each other.

2. In an engine, the combination of a frame provided with bearings, agear having its hub ends mounted to turn in the bearings, means fordriving the gear, a sliding shaft mounted in the hub intermediate theends of the shaft, and connected with the hub to turn therewith, andcams attached to the shaft at each side of the gear.

3. In an engine, the combination of a frame provided with bearings, agear having its hub mounted in the bearings, means for driving the gear,and a cam-shaft passing' through and driven from the gear, saidcam-shaft being reciprocal for the purpose specified, and beingconnected with the gear to slide therein and to turn therewith.

4. In an engine, the combination with a frame having enlargementsforming boxes, of a gear having a hub turning therewith and projectingfrom each side thereof, the projected ends of the hub being respectivelymounted in said boxes, means for driving the gear, a sliding shaftmounted in and connected to turn with the hub, and a cam attached to theshaft.

5. An engine, comprising an engine-frame having bearings therein andopenings at each side of the bearings, a gear having its hub mounted inthe bearings, a cam-shaft passed axially through and driven from thegear, means for driving the gear, and a closure removably secured overthe said openings in the engine-frame, the cams ofthe cam-shaft lyingopposite said openings.

6. An engine comprising a valve, a stem IOC IIO

IIS

Connected therewith, means for operating the valve-stems, and means foroperatingthe rockvalve through the medium of the stem, a shaft.rock-shaft, an arm attached to the rook-shaft Intestimony whereof Ihavesigned my name and engaging' the Valve to lift the same, and to thisspecification in the presence of two sub- 5 means for operating theroek-shatt. l seribing witnesses.

1. An engine comprising a p ura ity of 1 w w Valves, stems attachedthereto, means for op- GLORGE (JURTIb LANNON' erating the valves throughthe medium of Witnesses: their stems, a rook-shaft, forked arms carriedJENNY O. CANNON, IO by the rock-shaft reoproeally engaging the ARTHUR J.MoULToN.

